Rudyard Lake Steam Railway – Another first for chasewaterstuff!

Rudyard Lake Steam Railway

Another first for chasewaterstuff!

 After my first visit to any Canal Festival at Pelsall and then my first visit to the Brownhills Canal Festival, today, 29th June,  saw my first visit to the Rudyard Lake Steam Railway.  I’ve been promising myself a trip to Rudyard Lake for some time now and today I finally made it – with my trusty hound in tow, of course!Waiting patiently!

  Another Narrow Gauge railway, following my visit to Amerton Railway, and another most enjoyable day. King Arthur by the dam

Rudyard Lake Steam Railway is in the North Staffordshire Peak District and their steam trains give a great 3 mile return trip along the side of the lake. The railway uses real coal fired narrow gauge steam engines to pull all its trains. The railways 5 steam engines all have names linked to the tales of King Arthur. It’s one of the UK’s finest heritage steam railways and is constantly developing new attractions to give great family days out.A rather grotty photo in the Lakeside Loop as Merlin comes by.

I was most surprised to find trains running every half-hour, giving a really first-class service.  I decided to have a lunch break at the end of the line and I had barely finished my coffee before the next train back had arrived.  Perfect!  And dogs travel free!  (To my eternal shame I did utter that sad phrase “you take the dog and I’ll walk” as if nobody had ever said it before.  How many times must the drivers have heard it!  But today’s driver did try to smile – thank you and I’m very sorry – I’ll try not to say it next time, and there must be a next time, it was such a good day).

Merlin running roundThe lake, taken from the trainThe lake, taken from the dam.Pendragon being worked on.Showing part of a very neat station set-up.

For more information on the Rudyard Lake Steam Railway go to: 

http://www.rlsr.org  or click on Rudyard Lake Steam Railway on the blogroll

Brownhills – The Spot Bridge, Pier Street.

The Spot Bridge, Brownhills.

 “You cannot be serious”

Yes I can, and it is Wimbledon fortnight!!

Photo – BCN Photo Gallery

While visiting the Brownhills Canal Festival, I crossed the bridge and thought – “it doesn’t sing to you like the old one used to”.  To try to explain, when you climbed the steps of the old metal bridge, you heard a definite ‘Dong-Dong-Dong’ and when you crossed the bridge itself, it changed to’ Bong  –  Bong  –  Bong’ not quite a modern ‘Boing’ definitely ‘Bong’.  Then, of course it was back to the Dongs as you climbed back down.  The new bridge, a very nice one of the modern style, unfortunately has no voice at all – it’s just there to be walked over – sad, really.  Since I left Brownhills in 1960, I can only remember crossing the old bridge once, about seven or eight years ago, but the sound was unmistakeable – and unforgettable.  I hope I’m not the only one to remember it!  One thing about the bridge that I don’t remember, and that is calling it the ‘Spot Bridge’, it’s somewhere in the back of my brain (with everything else these days!) but I don’t ever remember using the name.One thing I will say in favour of the new bridge – it’s not just good for disabled people to use, also dogs that are getting past their sell by date.  My Dobe, Ellie, comes into that category nowadays, she looks in fine fettle but struggles to run with any speed at all.  She is very arthriticky (good word, eh!) in her back end due in no small part to not being able to be exercised for nearly 12 months after an accident chasing a squirrel in which she snapped all the tendons in her right front leg, which now has a plate and a number of bolts holding it together – it’s probably the best leg she’s got these days!  All of this means that she has great difficulty in climbing steps, so without the new bridge and its ramps, we would have been stuck on the Brownhills side of the canal!

Some Early Lines – The Highland Railway, Scotland

The Highland Railway, Scotland
Dates of operation	1855–1923
Successor	London, Midland & Scottish Railway
Track Gauge	4 ft 8 1⁄2 in (1,435 mm) (Standard gauge)
Headquarters	Perth

Locomotive at Evanton Station, near to Culcairn, Highland, Great Britain. View eastward; ex-Highland Inverness – Wick (Far North) line. The locomotive is ex-Caledonian Pickersgill 3P 4-4-0 No. 54496.  Date 25 September 1957

Source From geograph.org.uk; transferred by User:chevin using geograph_org2commons. Author Ben Brooksbank Permission (Reusing this file) Creative Commons Attribution Share-alike license 2.0

 

The Highland Railway (HR) was one of the smaller British railways before the Railways Act, 1921; it operated north of Perth Railway Station in Scotland and served the farthest north of Britain. Formed by amalgamation in 1865, it was absorbed into the London, Midland & Scottish Railway in 1923.

Extent

The Highland Railway served the counties of Caithness, Sutherland, Ross & Cromarty, Inverness, Perth, Nairn, Moray and Banff. Southward it connected with the Caledonian Railway at Stanley Junction, north of Perth, and eastward with the Great North of Scotland Railway at Boat of Garten, Elgin, Keith and Portessie. The headquarters were at Inverness, as were the workshops, Lochgorm Works.As was ancient custom, elderly engines in the pre-war years were usually out to grass on quiet branch lines.  HR 4-4-0 then LMS No.14394 was no exception and is seen here at Fort George terminus on 28^th May, 1930.  H.C.Casserley.

History

• The Inverness & Nairn Railway (INR): 15 miles (24 km) in length, was incorporated in 1854; the first train ran on 5 November 1855; it was the original part of the HR;
• A railway between Nairn and Keith opened in 1858; in 1861 this was amalgamated with the INR to become the Inverness and Aberdeen Junction Railway (I&AJR);
• Two railways were to follow:
• the Inverness & Perth Junction Railway, opened in 1863, which connected with the I&AJR at Forres, and which in turn joined the Perth & Dunkeld Railway (opened 7 April 1856) at Dunkeld, completing the main line of the HR, which itself came into being in 1865;
• Lines to north were also being opened; all were merged with the HR by 1884:
• 23 March 1856 the Inverness & Ross-shire Railway, Inverness to Invergordon; it was extended to Bonar Bridge in 1864;
• 13 April 1868: the Sutherland Railway, Bonar Bridge to Golspie;
• 19 August 1870: the Dingwall & Skye Railway, Dingwall to Stromeferry;
• 19 June 1871: the Duke of Sutherland’s Railway, Golspie to Helmsdale built by the Duke of Sutherland;
• 28 July 1874: the Sutherland & Caithness Railway, Helmsdale to Wick and Thurso completed the line;
• 2 November 1897: the Dingwall and Skye Railway extended from Stromeferry to Kyle of Lochalsh;
• 1 November 1898: the “direct line”  between Aviemore and Inverness opened, reducing the journey from 60 to 35 miles (97 to 56 km).
• There were also several branch lines of the HR. From the south, these were:
• the Aberfeldy Branch;
• the Buckie & Portessie Branch: opened 1 August 1884, closed 7 August 1915 (to passengers and central section between Aultmore and Buckie totally)
• the Fochabers Town branch: closed 14 September 1931
• the Hopeman branch: also closed 14 September 1931
• the Findhorn Railway: opened 1860, closed 1869 as being a failure
• the Fort George branch: also closed 14 September 1931
• the Fortrose branch: closed 1 October 1951
• the Strathpeffer branch: closed to passengers 23 February 1946, closed to freight 26 March 1951
• There were two light railways opened and run by the HR:
• 2 June 1902: the Dornoch Light Railway, again under the auspices of the Duke of Sutherland, 7.5 miles (12.1 km), between The Mound and Dornoch;
• 1 July 1903: The Wick and Lybster Light Railway, 13.5 miles (21.7 km). The line was abandoned on 3 April 1944.
• In 1921, the railway comprised 484 miles (779 km) of line and the company’s capital stood at nearly £7 million.The morning train  from Dornoch waits at ‘The Mound’ behind ex- Highland 0-4-4 tank, then BR 55053 in October 1951.  P.B.Whitehouse

One of the inspired acts of the Scottish Region during recent years has been the steaming of their veteran museum engines, a gesture to enthusiasts and railway students which has been greatly appreciated.  In June 1960, the BBC ‘Railway Roundabout’ team made a film of the ‘Jones Goods’ 4-6-0 No.103 heading a normal service train over one of her old stamping grounds, the line from Inverness and Dingwall to Kyle of Lochalsh.  The veteran ran like clockwork and had no trouble at all with the severe gradients from Dingwall up to Achterneed and beyond.  P.B.Whitehouse

Canal News – Droitwich Canal Opening and Water Festival

Droitwich Canal Opening and Water Festival

01 July 2011 – 03 July 2011

Vines Park
Droitwich
Worcestershire

A weekend of events to celebrate the opening of the restored Droitwich Canals. Vines Park will play host to a huge gathering of canal and working boats.

Friday

The official opening ceremony will take place in Vines Park from 2pm. At 3pm, a flotilla of boats and canoes will pass along the canal. In the evening there will be live music and a real ale bar.

Saturday and Sunday

There will be boat trips, canoe taster sessions, guided walks, Fire Service rescue demonstrations, a boat parade (1pm Saturday), craft, trade and information stalls and a firework display (7.30pm Saturday). On Sunday, the Activity Zone at Netherwich Basin will be offering archery, angling demonstrations, canoeing, cycle agility trail, battle zone and guided cycle rides.

The Water Festival coincides with Droitwich Music Festival, and there will be live music events throughout the weekend.

Brownhills Canal Festival – June 26th 2011

Brownhills certainly chose the weather for the Festival!

Another fleeting visit to a Canal Festival – a quick extra short walk for my hound before shooting off to Chasewater (Brownhills Bob and Oakparkrunner have their bikes, Ivo Peters had his Bentley, I’ve got a Dobe!)This way home, Dad!

There was plenty going on to keep people happy, including the Town Crier (should it have a ‘Y’ or an ‘I’?).  It was quite early when I was there, well before eleven, but a good number of visitors were in evidence and the boat trips were already running.
Not too many boats but everyone seemed to be enjoying their day in the sun – a better Sunday than the Pelsall do a couple of weeks ago!
There will be more pics on flickr – just click flickr in the blogroll.

Steam Locomotives of a more Leisurely Era 1872 – ‘Terriers’ 0-6-0T – London, Brighton & South Coast Railway

Steam Locomotives of a more Leisurely Era

1872 – ‘Terriers’ 0-6-0T – London, Brighton & South Coast Railway

British Railways Southern Region 0-6-0 ‘Terrier’ tank No.32670 leaves Tenterden Town station for Robertsbridge on 27^th September, 1952.  This engine, once London, Brighton & South Coast Railway No.70 Poplar, was built in December, 1872; it was later sold to Colonel Stephens, in May, 1901, who put it to work on the Kent & East Sussex Railway, giving it the number 3 and the name Bodiam.  As late as the summer of 1948 it was still resplendent in apple green with the letters ‘K & ESR’ on its side tanks.  J.G.Dewing

The first of these remarkable little engines, No.71 Wapping, came out in October, 1872, followed by No.70 Poplar and 72 Fenchurch in November.  The class eventually totalled fifty, numbered 35 – 84, the last appearing in 1880.  The design was a direct development of the type which William Stroudley had introduced on the Highland Railway during his short term of office on that line.  (See previous post – Stroudley 0-6-0T, Highland Railway).  They were designed originally for suburban work in the London area, but of later years their uses have been many and varied.There are few of Stroudley’s ‘Terriers’ left in service today, (1969) though they still work on the Hayling Island Branch and shunt the quay at Newhaven.  Two have been preserved by British Railways, one at Brighton Works and another at the Clapham Museum of the BTC.  There is also another working on the Bluebell Line.  During their lives, engines of this class have gone far afield – even the mighty Great Western had two of them from the late Weston, Clevedon & Portishead Railway.  They were favourites of Colonel Stephens.  Their great assets were their high axle loading and their short wheelbase, which made them ideal engines for cheaply laid branches and light railways.  No. 32661 leaves Havant for Hayling Island with the 12.35 pm train on 4^th March, 1950.  P.M.Alexander.

From 1901 onwards a number of them were disposed of, some were scrapped, but very many of them were sold out of service, details of which are to numerous to go into fully.  It may be mentioned however that two of them went to the LSWR, one to the SECR, several to various light railways, others to collieries, whilst a few went on Government service during the first world war, and were subsequently disposed of to sundry undertakings.  Of those that remained on the Brighton, a number were fitted with pull-and-push apparatus for motor train working, and most of the later survivors of the class had been rebuilt with extended smokeboxes.  About a dozen still remained on the LBSCR books at grouping in 1923, but this total was increased under the Southern Railway regime, as several which had been sold previously now came back to the fold under the combined ownership.  These included some which had gone to the Isle of Wight railways.The summer of 1949 saw the end of the Isle of Wight 0-6-0 ‘Terrier’ tanks.  This class had worked the Merstone to Ventnor West branch from its inception in the days of the Isle of Wight Central Railway.  ‘A1X’ class No.W8 Freshwater enters Ventnor West station on the early morning train on 18^th April.  P.M.Alexander

In later Brighton days the remaining engines had and their numbers increase by 600, the Southern Railway in turn put 2000 on to this, whilst those that have survived Nationalisation have again received an addition of 30000.

Those in the Isle of Wight were numbered in a special series as W9, etc., but on return to the mainland were either scrapped or given their original numbers plus the 326xx addition.  A particularly interesting example of this perpetuation of identity occurs with No.70, which when sold to the Kent & East Sussex Railway in 1930 became their No.3 This line remained independent until 1948, when the engines became BR stock, and it duly received its rightful number 32670, having skipped the intervening 670 and 2670 phase during the many years it had been in independent hands.  This engine, together with No. 32636 (old 72 – in this case the original number was not perpetuated) are in 1959 the oldest engines in service on British Railways.Travellers over the one-time Stratford-on-Avon & Midland Junction Railway, had they alighted at Burton-Dassett station under Edge Hill, would have found the remains of the moribund Edge Hill Light Railway, an unsuccessful Ironstone speculation where two Brighton ‘Terriers’ slumbered on grass-grown tracks.  Both engines somehow survived the wartime scrap drives but were cut up on the site by 1946.  J.H.L.Adams

Driving wheels – 4’ 0”,  Cylinders – 12”x 20”,  Pressure – 150lb.,  Tractive effort – 7650lb.,  Weight – Unrebuilt – 27½ tons, Rebuilt – 28¼ tons,  LBSCR & SR Classification – Unrebuilt – A1, Rebuilt – A1x,  BR Classification – OP

Tractive effort  – Engine 32636 had cylinders 14.3/16”x 20” with 10695lb  tractive effort.

No.70 as running in 1933 on the Kent & East Sussex Railway.  It subsequently became BR No. 32670 and was rebuilt to Class ‘A1x’ with extended smokebox.  H.C.Casserley.

Steam Locomotives of a more Leisurely Era 1869 – Stroudley 0-6-0T – Highland Railway

Steam Locomotives of a more Leisurely Era

 1869 – Stroudley 0-6-0T – Highland Railway

16118 at Inverness shortly before withdrawal.   H.C.Casserley

William Stroudley, best known as locomotive superintendent of the LBSCR from 1870 to 1889, had previous to his appointment with that line spent two or three years on the Highland.  During this short period he was able to do little but rebuild some old locomotives, but he did design and build one small tank engine which was the direct forerunner of his well-known ‘Terrier’ class (coming soon!) which he gave the Brighton.  This locomotive was numbered 56 and named Balnain. After Stroudley had left two more were brought out by his successor in 1872 and 1874 respectively, No.57, Lochgorm, and 16, St. Martins.  The latter was renamed Fort George and Balnain became Dornoch.  All three were still running on the formation of the LMS Company in 1923, by which time their numbers had become 56B, 57B and 49B.  They were renumbered into LMS stock as 16118, 16119 and 16383, and lost their names.  Two of them were broken up in 1927, but 16119, the former Lochgorm lasted until 1932.

Driving wheels – 3’ 8”, Cylinders – 14”x 20”,  Pressure – 120 lb., 

Tractive effort – 9087lb.,  Weight – 26 tons.

 Terrier No.70 on  the Kent & East Sussex Railway in 1933 for comparison.

Steam Locomotives of a more Leisurely Era 1855 – Highland Railway 2-4-0

Steam Locomotives of a more Leisurely Era

 1855 – Highland Railway 2-4-0

 The beginnings of the Highland railway, formed in 1865 by the amalgamation of several smaller concerns, lay in the small Inverness and Nairn Railway, opened in 1855 connecting the towns of Inverness and Nairn. Opening had been delayed from 1 August 1855 due to delays in the contractor’s equipment arriving due to weather delays affecting the seaborne delivery. The line finally opened on 5 November 1855.

There were stations at Inverness, Culloden (later Allanfearn), Dalcross, Gollanfield and Nairn. On 17 May 1861 it became part of the Inverness and Aberdeen Junction Railway. The line was later absorbed by the Highland Railway, which in turn became part of the LMS in 1923.

For working the line two 2-2-2 engines were built by Hawthorn of Leith to the design of the locomotive superintendent, Barclay.  They had 6’ 0” driving wheels and 15”x 20” cylinders, and were numbered 1 Raigmore and 2 Aldourie.  They were rebuilt by William Stroudley, during his short term of office on the Highland Railway from 1866-9, as 2-4-0 engines; later they acquired larger boilers and in this form embodied several features which became distinctive of Highland practice until 1896, such as Allan framing and Stroudley cab, whilst No.1 (but not No.2) was fitted with the well-known louvre chimney.  No.2 remained in service until 1899, but the other engine was scrapped somewhat earlier.

Driving wheels – 6’ 0”,  Leading wheels – 3’ 6”,  Cylinders – 15”x 20”,

Weight – 27½ tons.

115 – ChasewaterRailwayMuseum Bits & Pieces From Chasewater News January 1988

Our latest picture of my personal favourite Cannock Chase Colliery Loco, Sharp Stewart No. 6, 2643/1876,  complete with ‘tender’.  Nothing to do with the post but I like it!

115 – ChasewaterRailwayMuseum Bits & Pieces

 From Chasewater News January 1988

 This Newsletter is issued with the annual membership renewal form.  If you do not renew your membership you will not receive the next magazine, due out in time for Easter.

Boardroom Notes

The Chasewater Light Railway Co. Ltd. AGM was held in the expected ten minutes.  The accounts for both the Company and the Society are being brought up to date and a Society AGM will be held shortly.

The Chasewater Light Railway & Museum Co. Annual Report is currently being compiled for distribution in early February, with the CLR & M Co. AGM being held at Brownhills West Station on Saturday 5^th March at 2.30 pm.

Some progress has been made on the office/shop development though more work is still needed.

On the motorway front, the Public Enquiry is expected to begin in mid-April and will take about eight weeks to hear 1,500 objections to the scheme, 75% of which centre on the proposed development in the Chasewater area!

Anyone interested in joining the Board should contact the Company Secretary.

Membership Report

The renewal form for those whose membership is due on 28^th February is enclosed with this Newsletter.  Please complete it NOW, not in two months time.  We need the membership money now to complete our Winter work programme.  Failure to renew will deprive you of the Easter edition of Chasewater News and the opportunity of helping on operating days.  All train crews, station staff and other helpers must be members for insurance purposes.

News from the Line

Trackwork – Work on the point connecting 2 & 3 roads is almost complete with 3 road re-connected to the rest of the railway whilst 2 road is at present being relaid.  It is hoped to construct the southern end of the run round at Brownhills West during the year – weather, manpower and materials permitting.

Engineering – Work is in hand to finish the equipment demanded by the Railway Inspector’s last report, namely Annetts Key locks on point lever frames, facing point locks and level crossing gates as well as several minor items.

Rolling Stock

It is hoped to restore and refurbish the Wickham trailer car so that it can be used to form a two coach train set for steam hauled services this season.  Extra help for this work would be most appreciated as would finance for the internal refurbishment and re-glazing required.  Use of the Wickham trailer with its ‘bar’ facilities will enable on train catering to be attempted and help increase our profit margins on operating days.

Extension of Services

The Railway inspectorate have given us provisional approval to extend services to the bottom of the causeway bank, now that this land is owned by Walsall Council, who are prepared to lease it to us, (i.e. the end of the former BR owned section of line) providing a license is obtained from British Rail.  (This license will enable us to extend services whilst a Light railway Order for the whole of the Railway is obtained).  The Railway Inspectorate is prepared to let us propel trains over this length of line initially, providing an extra coach is used to increase braking power, hence the urgency in getting the Wickham trailer ready for services.  However, run round facilities will have to be installed as a matter of some urgency.  Extension of services can only take place when the aforementioned license is granted (work on obtaining this is under way) and when the relevant track is brought up to standard as well as the necessary fencing and ancillary fittings.  Hopefully extended services can begin during the 1988 season provided the necessary work is done.

Extension of the running line will give us a chance of running services from somewhere to somewhere (Brownhills West to Norton East/Willow Vale Halt?) for the first time, as well as giving a decent length of line for our engines to show their paces.  It is hoped to build a platform at the ‘end of the line’, enabling passengers to walk up to the lakeside and view the increasing variety of wildfowl which reside upon the lake as well as enjoying the chance of using the north side of the lake which is grossly under-used and inaccessible at present.

Since 1971 (when diesel hauled services using Nos. 20 & 21 started) the CLR has patiently awaited the day when services could be extended – at last the opportunity is within our grasp – with your help it will happen this year!

Looking to the future, Walsall Council are planning to undertake a full survey of the causeway with regard to rebuilding it to a suitable width for railway and footpath and are concerned about the ‘massive erosion’ caused by wave action due to British Waterways Board keeping the lake level too high.

Mutual Improvement Classes

A series of classes are to be held during late February and March and all members wishing to take part in train operations in the coming season are urged to attend as only participants will be considered for future footplate and station duties.

The course will consist of the following subjects:

1. First Aid
2. General Safety
3. Footplate Management
4. Railway Operations at Chasewater

Although there is of necessity a certain amount of technical content, much of the course is based on common sense and is of a basic nature.

During the season further practical instruction will be given to any members new to the operating side of things.

114 – Chasewater Railway Museum Bits & Pieces From Chasewater News Winter 1987

114 – Chasewater Railway Museum Bits & Pieces

 From Chasewater News Winter 1987

Chasewater Comment – This issue’s comment is not the usual message of doom and despondency and may help prove that all the recent effort has been worthwhile. (This page was ok but it soon went back to the old story – we’ve not got any money!)

From the Boardroom Notes – Most of the hassle is being caused by the motorway mentioned in the last notes, of which more later.  Many problems are being caused because the railway’s records are scattered among the directors, especially the accounting records which really do need to be housed centrally.  To this end the office at Brownhills West was planned, agreed and the basic structure provided, but despite the plea for funds in the last magazine, none have been forthcoming.  The situation is now becoming very grave, as it will soon be impossible to meet the statutory requirements for administration of the business.  The company has no money available for capital expenditure before Easter, nor to cover commercial stock and publicity for next season.  This is largely due to our inability to make more money from operations, hence the need for the above expenditure. (Seems like a vicious circle – after being in similar circumstances for some time before this point, the people running the railway must have been very enthusiastic to keep carrying on!).

The AGM in March will see all of the present Board standing down and in some cases seeking re-election.  Anyone interested in taking part in the management of the railway should contact the Secretary as soon as possible.  Essential requirements are enthusiasm and commitment. (As Mr. Punch once said: “That’s the way to do it!”).

The Chairman and Secretary have been engaged in a considerable amount of planning, lobbying and briefings connected with the development of the Railway now that the motorway route has been published.  The Company is objecting to the destruction of Anglesey Basin by the Burntwood by-pass and its link road.  Development of the rest of the line should be unaffected but long leases are unavailable at present.  Negotiations will however continue and preparatory research is now being undertaken for the Light Railway Order.  The Board has produced a report on the options available.  The basic proposals include continued development of works and storage facilities adjacent to the present shed and location of land for visitor facilities and a museum next to a re-sited Brownhills West Station.  It is this latter point which is causing problems as the Council seems to be unwilling to commit to anything at the present time.

By the time you read the next boardroom notes our surveyors and solicitors will be playing a much more active role in ensuring the future of the railway, with special reference to the reinstatement of lost facilities and opportunities at Brownhills West.

News from the Line

Permanent Way Department – Following a couple of derailments, the points next to the water column controlling 2 & 3 roads have been completely dismantled and rebuilt in a shorter configuration.  Work is expected to be completed well before Christmas and as a result, 3 road should be around 60 feet longer.  After completion of this work a start may be made on the much awaited run round loop at Brownhills West.

There are still a number of jobs outstanding to satisfy the Railway Inspector, notably provision of level crossing gates, facing point locks and Annets Key lever frames.  It is hoped that this work, along with the usual repairing of fences and packing track, will be completed this winter.  All volunteers will be most welcome!

Carriage & Wagon Department

Gloucester Trailer (E56301) – This vehicle has run its first year on passenger trains with the vacuum brakes in use.  The roof and bodywork have been repaired and a number of batteries have been replaced.

Wickham Power Car – This vehicle has again been in use as a stationary buffet car earning vital income.  Replacement guttering has been completed and the roof repainted.  A number of damaged batteries have been replaced.  Attention is now required to repair its warped doors, and to repair and repaint the body and re-decorate the interior.

Wickham Trailer – This vehicle is still relatively derelict with a large number of broken windows.  It has, however had its replacement guttering completed, roof repainted and a number of windows are now available to replace those stolen or damaged.

LNW Milk Van – ‘James’ has had a couple of body panels renewed following attempted break-ins and has also had mains lighting and a burglar alarm fitted.  It is hoped that the ‘motorway move’ will allow it to be re-connected to the rest of the railway.

MR Passenger Brake – This for wheeler has been repainted inside and out and has been in use on steam days as an extra exhibition coach.

GW Brake Van – This van has been beautifully restored internally and now only requires ‘finishing off’ and attention to the running gear.

M&C, MSL, & LNW Brake End – All of these vehicles have received a certain amount of ‘preventive renovation’ and look quite presentable from a distance.

Hopper Wagon – This wagon has had the hopper completely removed and is to be fitted with sleeper decking for use as a flat wagon.

One of the ex Holly Bank Colliery 5-plank wagons has been repainted in a livery reminiscent of Stroudley’s improved engine green.

All other Vehicles – No work carried out.

Loco Department

No.1 – no work done, needs painting and superficially renovating.

No.2 – ‘Lion’ is still progressing under its new ownership, having had its chimney cap repaired, paint stripped and re-applied, and the boiler prepared for inspection.

No.3 – ‘Colin McAndrew’ work is still progressing on boiler repairs.

No.4 – ‘Asbestos’ has run well after a late start this season.  It will require minor work on valve gear, boiler and regulator ready for next season.

No.5 – ‘Sentinel’ 59632 has completed its first full season of passenger work and on 11^th October was griced in the traditional manner by a man with a long mac and notebook from the field opposite the shed.

No.6 – The Albright & Wilson Peckett has had the cab and boiler removed to allow work on re-plating the bottom of the smokebox to proceed.

No.7 – The Ruston is still operational with no problems.

No.8 – ‘Invicta’ has been prepared for boiler testing and has had part of the driver’s side cab cut away for re-plating.

No.10 – ‘S100’ Work has progressed on steam chest fastenings, frames and spring hangers.

No.11 – ‘Alfred Paget’ remains out of use although it was recently repainted.

No.12 – The Fowler, following its recent arrival, remains out of use pending replacement or repair of its batteries.

No.15 – The Hudswell remains out of use with no work having been carried out.

No.21 – The Bass pudding remains out of use with the engine removed.  Some work has been carried out on de-rusting and painting the bodywork.

Chasewater Events 1987

Our first full operating season since 1982 saw four special events organised by the Chasewater Light Railway and Museum Company.

The first event was held on 26^th April when, in addition to a Norton Motor Cycle Rally, we held a Railwayana Fayre.  The event was a reasonable financial success with eighty plus Nortons in attendance plus around a dozen sales stands.  Nigel Canning’s Sentinel performed admirably on trains, as indeed it has all season.

Sunday 21^st June, a somewhat overcast day saw both ‘Asbestos’ and the Sentinel in steam on the occasion of our first Model Engineers Day.  Attendance both of the public and, perhaps even more disappointing, of exhibits was low.  Thanks go to John Rickers for bringing along six of the thirteen visiting exhibits.  John has been a good supporter of or rallies for several years now and his models are of a very high standard.  However, the star of the show was Roy Prime’s Sentinel steam wagon, built to ¾ scale, attending only its second rally.

One new event of which we had high hopes was the military weekend held in conjunction with the West Midland World War 2 Re-enactment Group.  Approximately twenty military vehicles attended the show, which was held over the weekend on Saturday and Sunday 25^th & 26^th July.  Apart from the mock battle held at 3.30pm on the Sunday ( unfortunately just as rain began to fall), highlights were an attack on Asbestos-hauled train and a 1943 Bren Gun carrier giving rides.  The Sentinel also saw use during the weekend.  Thanks in particular to Peter Bick, Chairman of the re-enactment Group.  The show was a moderate success and hopefully we can make various improvements for a similar event in July 1988.

Our biggest and best event was the annual end of season Transport Rally held on 11^th October.  Two hundred and fifty exhibits were on display, including a 1904 Marshall traction engine.  It was nice to see the former West Bromwich Corporation Dennis ‘E’, now 59 years old and coming to its first rally since a major engine re-build.  A good selection of vintage and classic cars was well backed by 20 odd military vehicles, and a handful of commercials, more than in recent years, and a good display of motor-cycles and stationary engines.  Thanks in particular on this day go to Angela and Jill fro their work assisting Rob Duffill in the buffet coach.  Also special thanks to Ralph and Vera Amos for manning the sales stand at our major events this year.

From the Archives

Again this section features something of local interest.The Ennals Toy Fair handbill dates back to approximately 1935 – not only are the prices a revelation but just look at the various departure points, out of 38, only 12 remained open in 1987.  (Probably still fewer in 2011).